Developing a Successful Rail Network The Spanish Case

Developing a Successful Rail Network The Spanish Case Chicago 21st March, 2012 DEVELOPING A SUCCESFUL PASSENGER RAIL SYSTEM : SPAIN S EXPERIENCE

Current railway scenario in Spain New legal framework. Railway Industry Law 39/2003 Infrastructure management and transport operation separation Opening of the freight railway market to competition Defines railway policy, Legislates and plans MINISTRY OF PUBLIC WORKS RAILWAY AUTHORITY Monitors and solves conflicts RAILWAY REGULATOR Awards licenses Assignment of Construction / Administration Public services Contratcting SERVICE PROVISIONS INFRASTRUCTURE MANAGER (ADIF) Capacity allocation OTHER EQUIPMENT AND SERVICE SUPPLIERS RAILWAY UNDERTAKING COMPANIES As of January 1, 2005 2

Current railway scenario in Spain Strategic Plan for Transport Infrastructures 2005-2020 250.000 M (319 B USD) 120.000 M (153 B USD) until 2020, 48% of the total amount for railways Multi-anual Contract Adif-State 2007-2010 / 2011-2014 To ensure the funding of its activities Commitment for improving the State s network Drawing up a new Multi-annual Contract Extraordinary Infrastructure Plan Public-private PPP collaboration Plan 17.000 M (22 B USD) for the next two years ADIF: 10.000 M (13 B USD) PIVIT Next July New Investment Plan for Housing and Transport Infrastructure 3

Ministry of Public Works investments Investment by mode of transport (19,774 M USD) (21,392 M USD) (12,870 M USD) Average 2001-2004 Average 2005-2008 RAILWAYS AIRPORTS Average 2009-2011 ROADS PORTS 4

Public entity attached to Ministry of Transport & Public Works Infrastructure Management Railway network of general public interest State owned Own assets: Madrid- Sevilla HSL HS network built by Adif Stations and Logistic Services Telecomunications network Madrid- Toledo Madrid- Barcelona Madrid- Valladolid Córdoba- Málaga Madrid- Cuenca-Valencia / Albacete Orense - Santiago 5

Adif. Functions Administration, maintenance and renewal of State network, commisioned by the State Construction of new lines when commissioned Management of traffic operations on both networks, the State and the own one Maintenance and renewal of the own network Network Statement Capacity allocation to railway undertakings Collecting fees and charges for the access and use of infrastructure, stations and terminals 6

Adif. Global figures 1 st investor company in Spain, in 6 years (2005-2010) 28.519 M (36.39 B USD) High Speed: Conventional Network: Special Plans: 2012 Staff: 13.249 Fixed Assets Own Resources 2012 Managed rail network: High Speed Iberian gauge 23.576,2 M (30.08 B USD) 4.735,3 M ( 6.04 B USD) 207,5 M ( 0.27 B USD) 34.616 M (44.17 B USD) 15.521 M (19.80 B USD) 13.965 km (8,678 mi) 2.869 km (1,783 mi) Including 20 km (12 mi) Connection to France and 750 km (466 mi) with Iberian gauge 11.096 km (6,895 mi) 2012 HS Lines Construction, Project & Study 2.288 km (1,422 mi) 2015-2018 Objective HS Lines on Service 5.600 km (3,480 mi) Optical fibre network: 16.386 km (10,182 mi) Stations: 1.570 Managed Traffic : 1,8 M trains/year 186,7 M train-km/año (20,1% HSL) (120 M train-mile/year) 7

The success of the Spanish High Speed Rail Network 8

High Speed Lines. Landmarks COR SANT France 1992 - Madrid-Sevilla: 471 km (293 mi) 2003 - Madrid-Lleida: 468 km (291mi) (200 km/h 125 mi/h - ASFA). Zaragoza-Huesca: 79 km (49 mi) OUR VLD ZGZ HU LLE MO BCN FIG GI 2005/06 -Lleida-Tarragona: 95 km (59 mi) Córdoba-Antequera: 100 km (62mi) Toledo connection: 21 km (13 mi) MAD TAR 2007 - Madrid-Lleida: 468 km (291 mi) (300 km/h - 186 mi/h - since May 2007) Madrid-Valladolid: 181 km (112 mi) Antequera-Málaga: 55 km (34 mi) TOL CU VAL 2008 - Tarragona-Barcelona: 88 km (55 mi) ALB 2010 - Madrid-Cuenca: 183 km (114mi) Madrid-Albacete: 315 km (196 mi) Madrid-Valencia: 391 km (243 mi) Mollet Girona: 75 km (47 mi) Int. Connection to Francia:20 km (12 mi) 2011 - Ourense A Coruña 150 km (93 mi) SEV COR ANT 9 MLG 9

Adif s High Speed Lines. Current situation New High Speed Line Ourense A Coruña 150 km (93 mi) In Service: December 2011 SANTIAGO VIGO OURENSE LEÓN PALENCIA FRONTERA FRANCESA FIGUERAS HIGH SPEED NETWORK ENTRUSTED TO ADIF Total: 4.497 km (2,794 mi) New High Speed Line Madrid-Valencia/Albacete 438 km (272 mi) In Service: December 2010 ALBACETE ALICANTE CÁDIZ IN SERVICE UNDER CONSTRUCCIÓN PLANNED PLANNED/PROJECT UNDER STUDY IN SERVICE 2012-2013 2.209 km (1,373 mi) 1.411 km (877 mi) 877 km (545 mi) 580 km (360 mi) 10

High Speed lines in Europe COUNTRY IN SERVICE UNDER PROJECT/ CONSTRUCTION PLANNED SPAIN (Adif) 2.869* (1,783 mi) 2.050 (1,274 mi) 238 (148 mi) FRANCE 2,036 (1,265 mi) 210 (130 mi) 2.616 (1,626 mi) GERMANY 1.285 (798 mi) 378 (235 mi) 670 (416 mi) ITALY 923 (574 mi) - 395 (245 mi) TURKEY 538 (334 mi) 815 (506 mi) - BELGIUM 209 (130 mi) - - UNITED KINGDOM 113 (70 mi) - 204 (127 mi) SWITZERLAND 35 (22 mi) 72 (45 mi) - NETHERLANDS 120 (75 mi) - - PORTUGAL - - 1,006 (625 mi) SWEDEN - - 750 (466 mi) POLAND - - 712 (442 mi) RUSSIA - - 650 (404) TOTAL 8.128 (5,051 mi) 3.525 (2,190 mi) 7.241 (4,500 mi) Including 750 km (466 mi) of HSL with Iberian gauge (newly constructed) and 20 km (12mi) in Spain by TP Ferro as concessionary 2012 SITUATION HSL in Europe 8.128 km (5,051 mi) 2015 FORECAST HSL in Europe 10.407 km (2,190 mi) 11

Stations 2005-2011 18 HS Stations Madrid Puerta Atocha Málaga María Zambrano (VIALIA) Cuenca Fernando Zóbel (Brunel Award 2011) 12 Valencia Joaquín Sorolla High Speed Stations New - Refurbished VIALIA Stations VIALIA Projets

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An idea of real costs in Spanish HSL and Stations Real costs in Spanish HSL : Infrastructure: 10.3 30.9 M USD/mile 12% 7% 14% Track: 3.5 4.1 M USD/mile Electrification: 1.6 2.7 M USD/mile 67% Infrastructure: Track: Electrification: Signalling and telecom: Signaling and telecom: 2.3 6.8 M USD/mile Total Cost: 19.3 42.9 M US D/mile Unit Cost for large and medium-sized stations Medium-sized 20-65 M USD Large 65-260 M USD 14

Travel time reduction in High Speed Lines 15

SPAIN. A World Leader in High Speed Rail City center and urban transport connection by new High Speed lines (27 cities), raising to 44 with double gauge High Speed trains Punctuality commitment: (99,6%) total ticket refund if 5 delay The second longest HSL in the world: Barcelona - Málaga: 1.121 km (697 mi) Speed achievement: 90% of the route, speeds of at least 310 km/h (193 mph) Safety: 0 Accident Cost and construction efficiency Lower cost per line in Europe 15 Million /km (31 M USD/mi) 4 years overall time from construction to operation 25 16

Overcoming speed limits imposed by infrastructure 17

Conventional Network (State owned) main features Conventional network : Single track: Double track: 11.846 km (7,361 mi) (incl. 750 km 466 mi- HS) 8.600 km (5,344 mi) 3.246 km (2,017 mi) Type A (more than 50 trains/day) 3.933 km 2,444 mi (33%) Type B (15-30 trains/day) 2.681 km 1,666 mi (23%) Type C (less than 15 trains/day) 3.088 km 1,919 mi (26%) Commuters 2.144 km 1,332 mi (18%) Electrified lines 6.581 km 4,089 mi (55%) Lines with automatic block 6.974 km - 4,334 mi (59%) Lines with automatic liberalisation Block 1.983 km 1,232 mi (17%) Lines with telephone block 2.484 km 1,544 mi (21%) Lines with CTC 8.086 km 5,025 mi (69%) Lines that allow speeds from 180 to 220 km/h 501 km ( 4 %) (from 112 to 137 mi/h 311 mi) Lines that allow speeds from 140 to 160 km/h 4.805 km (41%) (from 87 to 99 mi/h 2,986 mi) Lines that allow speeds from 100 to 140 km/h 3.528 km (30%) (from 62 to 87 mi/h 2,192 mi) Lines that allow speeds less than 100 km/h 3.012 km (25 %) (less than 62 mi/h 1,872 mi) 18

New needs but also new possibilities. Examples HISTORIC LINE (since 1884) LENGTH: 52 mi SPEED: 43-50 mph JOURNEY TIME: 55 BIGGEST TUNNEL: LA PERRUCA (1,908 mi) VALLADOLID HSL Madrid-Valladolid 250 155 mi km 180 112mi km 2h 20m 0h 50m MADRID GUADARRAMA RANGE 28 % 71 % NEW HS LINE (under construction) LENGTH: 30 mi SPEED: 155 mph JOURNEY TIME: 15 BIGGEST TUNNEL: PAJARES (16 mi) 33 % 312 % 73 % Cantabrian Range Crossing (Puerto de Pajares) HSL Madrid-Seville 570 354 mi km 470 292 km mi 6 h 2h 20m SEVILLA SIERRA MORENA MADRID 18 % 61 % 19

Lines Upgrade / Improvement Lines Upgrade / Improvement Max. speed 160 200 220 km/h (100 125 137 mph) 20

Lines Upgrade / Improvement MADRID LEVANTE CORRIDOR Aranjuez SESEÑA - LA ENCINA Line Kilometers: 334,9 (208 mi) Alcazar de San Juan Silla VALENCIA Socuellamos Weighted average of Maximum Speed = ALBACETE Chinchilla Villar de Chinchilla La Encina Bif.Alcudia Bif.Vallada Xativa 187 Km/h (116 mph) 200 160 < 120 MADRID ARANJUEZ ALCAZAR ALBACETE LA ENCINA XATIVA VALENCIA N. 21

Lines Upgrade / Improvement TARRAGONA Bif.Calafat Salou TARRAGONA SALOU VANDELLÓS Tortosa L'Aldea Weighted average of Maximum Speed = 197 Km/h (122 mph) Bif.Alcudia Sagunt Silla Bif.Vallada La Encina VALENCIA Xàtiva CASTELLÓ Oropesa MEDITERRANEAN CORRIDOR ALICANTE SALOU Line Kilometers : 444,9 (276 mi) CASTELLÓ SAGUNT VALÈNCIA N. XÀTIVA LA ENCINA ALACANT T. 22 ALICANTE 160 < 120 200

Improvement Actions on Conventional Lines Objective of Investments Type of Actions Final Objective Progressive improvement of line performances with Interoperability standards on the rail subsystems Infrastructure Energy Signalling control & command Traffic operation & management Maintenance Improvement existing infrastructure Bypass on complicated layouts Doubling lines when necessary High performance infrastructure for mixed traffic 23

Strategies for line modernization (I) Objectives. Rail competitiveness versus other transport modes. Achieved by reducing travel time and increasing line capacity. Avoid, when possible, environmental effects and expropriation processes (reducing investment volume) if using existing rail corridor Modernization Procedures. Critical elements: Affected traffic (impact on timetables) Infrastructure improvement needs Risk of effects on infrastructure facilities Basic types of modernization/upgrading: Using the existing track. Doubling and modernization of the existing single track. Double track sections, modernization. 24

Strategies for line modernization (II) USING THE EXISTING RAIL TRACK It is not possible to enlarge the infrastructure Low traffic and limited alternative routes. Change of the whole track. This procedure is only used in case of high scope actions. DOUBLING AND MODERNIZATION OF THE EXISTING TRACK When there is single track with satisfactory operational speed (140-160 km/h ; 87-100 mph), speed can be changed to 200-220 km/h (125-137 mph) by: Doubling infrastructure adding a new platform. Implementing a new track. Interrupting rail services on the existing track in order to carry out improvement works. This option is used both in routes and in stations 25

Strategies for line modernization (III) DOUBLING AND MODERNIZATION OF THE EXISTING TRACK (Cont.) Routes: Previous works (transfer of facilities to the opposite side of the future additional track). Excavation / construction of the new platform. Unloading materials and previous electrification works. Track and catenary assembly. Safety and communications facilities. Stations: At the same time works on general sections are being carried out, the double track structure in station is adapted. To assess the needs of new stations as well as the enlargement of passing tracks To highlight: Adaptation to 200 220 km/h (125-137 mph)speeds Adequate level of compatibility with rail traffic. Longer work periods than the execution of bypass. Non suitable for speeds higher than 220 km/h. (137 mph) Effect on rail operation. 26

Strategies for line modernization (IV) DOUBLE TRACK SECTIONS MODERNIZATION Assuming that the layout is suitable for target speed and has a consolidated support platform. Two possible strategies: Modernization with work intervals (8-9 hours). Modernization with permanent cuts on one track Modernization with work intervals (8-9 hours) This strategy does not guarantee quality objectives because it makes rigorous treatment of the platform difficult. Classic concept of track renewal. Process: Preliminary works: land movement (cuttings, embankments), drainage, etc., it is not necessary to cut traffic, only limit speed. Intervals (8-9 hours): track scrap, ballast removal, platform compacting, etc. until traffic restitution on provisional track. Additional works to complete operations, tamping, soldering, etc. 27

Strategies for line modernization (V) DOUBLE TRACK SECTIONS MODERNIZATION (cont.) Modernization with permanent track cuts on one track Similar to the previous process, an Automatic Banalised Blocking must set up first, to guarantee single track running in both directions. Actions are carried out in stations simultaneously. If it is possible they should not be beside the section where works are being carried out. To highlight: Adaptation to 200 220 km/h (125-137 mph) speeds Adequate level of compatibility with rail traffic. Longer work periods than the execution of bypass. Non suitable for speeds higher than 220 km/h. (137 mph) Effect on rail operation. 28

Strategies for line modernization (VI) Line modernization viability In order to guarantee the viability of the modernization/upgrading process, a comprehensive inventory is needed: Documentation of the existing line regarding all issues: layout, sections, bridges and civil engineering works, drainages, facilities, etc. Photogrammetric flight and restitution of possible use areas. Delimitation of the rail infrastructure property area. Description of the geotechnical features of rail infrastructure. Performance analysis of the stability of cuttings and embankments Situation of the longitudinal drainage in platforms and catch-water drains. Assessment of the state of the embankment. Assessment and survey of singular structures. Inventories of the electrification system, canalization and laying. Description of the rail telecommunications systems. Identification of the external communication and energy networks. 29

Lines Upgrade / Improvement Doubling of track (from single track case) Local new track sections/alignements to increase Max. Speed PENDOLA DE ATIRANTADO Catenary CR 220 SUSTENTADOR AISLADOR DE TIRANTE Track with UIC60 rail and monobloc concrete sleepers Installation of new jointless turnouts:. PENDOLAS MENSULA FEEDER DE ACOMPAÑAMIENTO Deviations: 100 km/h (62 mph) Siding tracks: 100 km/h (62 mph) BRAZOS DE ATIRANTADO HILO DE CONTACTO TUBO ESTABILIZADOR AISLADOR DE MENSULA New Catenary suitable for 220 Km/h (137 mph) Unified Turnouts New Signalling Equipments Elimination of Level Crossings Fencing Elimination of steel bridges without ballast 30

Spanish technology 31

SPANISH STRENGTH IN RAILWAYS TECHNOLOGY Tunnels: Guadarrama Tunnel, 28km (17 mi), 5th worldwide; Pajares Tunnel, 25km (16 mi), 6th world record in drilling with tunnel boring machine: 90 meters/day (0,056 mi/day) Viaducts: world record using the launched deck method Track: world record in commercial operation sector, 405 km/h (252 mph) Switches: 350 km/h (217 mph) switches, to be crossed at 220 km/h (137 mph) through a deviation 2 km/day (1.2 mi/day)track laying over ballast achieved Catenary: Spanish HS catenary (350 km/h - 217 mph + 10%) interoperable TSI Sub-stations: own design 2 x 25 kv Maintenance technologies: laboratory and track examination trains R+D+i: energy efficient, raising ballast, track models Joaquín Jiménez Otero Director 32 for International Relations, ADIF, SPAIN Date, Session: name and number 32

Track quality in Spain continues its improvements Automatic track gauge switches for international and Spanish gauge performed at 30 km/h (19 mph) Technology of three rails track for Spanish and international gauge 33

Interoperability. Gauge exchangers A Coruña Gijón Bilbao Santiago Pamplona Pontevedra Ourense León Logroño Valladolid Zaragoza Barcelona High Speed Lines Conventional Lines & HSL Ourense A Coruña Madrid Valencia Albacete Huelva Sevilla Córdoba Jaen Granada Alicante Cádiz Málaga 34 Algeciras

Spanish experience in ERTMS Spain has set up ERTMS in 1.712 km (1,064 mi) of High Speed lines (48% out of the total km in Europe; and more km than any other European country) Madrid- Barcelona line is pioneer in using ERTMS: March 2006: speed increase from 200 to 250 km/h (from 125 to 155 mph) October 2006: speeed increase to 280 km/h (174 mph) May 2007: speed increase to 300 km/h (186 mph) 5 years of experience in rail Interoperability October 2011: ERTMS level 2, speed increase to more than 300 km/h (186 mph) This system has been set up in Córdoba- Málaga, Madrid- Valladolid, Madrid-Valencia/Albacete and Ourense-Santiago lines. 35

Spanish experience in ERTMS Ourense-Santiago ERTMS L1 Madrid-Lleida ERTMS L1-2 Zaragoza-Huesca ERTMS L1 Lleida-Barcelona ERTMS L1-2 Madrid-Valladolid ERTMS L1-2 La Sagra-Toledo ERTMS L1-2 Madrid-Sevilla LZB Trains ERTMS NSTM LZB Madrid- Valencia / Albacete ERTMS L1-2 Córdoba-Málaga ERTMS L1-2 36

DaVinci system The Spanish DaVinci system was designed to manage HS lines. Integration of all telecommands in the HSL allowing centralized real time operation o o o o o o Centralized Train Control CTC ERMTS central post Energy Supply Communications Supervision (Fixed and mobile communications) Auxiliary supervision systems Video surveillance In addition includes the following environments. o o o Simulation and Training Integrated reconstruction of events Validation and testing environments The DaVinci experience Adif lines FEVE lines London & Medellín Underground Morocco lines Lituanian lines 37

A new experience: Public Private Partnership PPP for financing ADIF s investments 38

New PPP program for HSR lines 39

New PPP program for HSR lines 40

New PPP program for HSR lines 41

New PPP program for HSR lines 42

Availability payment model The availability payment is focused to achieve quality and reliability since the establishment of the Global Product Design, through the Building and the Maintenance. Aspects to check in the operational phase: OPERATIONAL AVAILABILITY: to measure traffic regularity. FUNCTIONAL AVAILABILITY: to verify that the corrective maintenance is carried out in a suitable way. RELIABILITY: to measure quality from a design point of view, as well as from a preventive and predictive maintenance. QUALITY: to verify geometric parameters and functional conditions of the facilities 43

HSL Albacete - Alicante Albacete-Alicante (177 km; 110 mi) o Traffic Control facilities. o Fix Telecommunications and GSM-R o Security and safety Investment amount: 213 M (272 M USD) Availability services amount: 165 M (211 MUSD) Come into service: 2012 ERTMS-N2 system installation with ASFA as a support system 20 years of maintenance. 44

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